DOCSLIB.ORG

Icebreaker Operations in the Arctic Ocean

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Icebreaker Operations in the Arctic Ocean Journal of Military and Strategic VOLUME 18, ISSUE 3 Studies Icebreaker Operations in the Arctic Ocean J.G. Gilmour Russia’s Icebreaker Capabilities - Arctic Ocean Arktika class icebreakers are the bulk of the Russian nuclear icebreaker fleet, used primarily to aid shipping along the Northern Sea Route. Of the seven nuclear icebreakers, one is a containership with an ice-breaking bow, and two, the “Taymyr” and the “Vaygach” have been built for shallow waters in rivers transporting lumber, ore and other cargo. Approximately 2,000 people work aboard the icebreakers, which are based at the Atomlot harbour in the Murmansk Fjord. Arktika class icebreakers have a double hull and can operate in ice in 2.5 meters (8.2 ft) thick at speeds of up to 10 knots. In ice-free waters, the maximum speed of these ships is as much as 21 knots. There is water ballast between the inner and outer hulls which can be shifted to aid icebreaking operations. Icebreaking is also assisted by an air bubbling system which delivers air from jets below the surface. The ships have two reactors, three propellers totaling 75,000 hp, and can operate for approximately 7 months at sea and 4 years between refuelling. The crew normally includes 130-200 personnel. The 50 Let Pobedy, built in 2007, is the world’s largest nuclear icebreaker, at 159 meters in length. It also carries two Ka-32 helicopters. ©Centre of Military and Strategic Studies, 2018 ISSN : 1488-559X VOLUME 18, ISSUE 3 In 2012, Russia’s state-owned nuclear corporation, Rosatom, signed a contract to begin construction on the world’s largest nuclear icebreaker, a “universal” vessel that could navigate both shallow waters and the Arctic Ocean.1 The first of this massive new class of nuclear icebreakers was called the Arktika (the Arctic) and was floated out in 2016 and is set to be completed in 2019. The second of the three new icebreakers is the Sibir (Siberia), with a launching ceremony in September 2017; which should be commissioned in 2020. These new icebreakers measure 173 meters in length with two reactors having the propulsion power of 60 megawatts. The Arktika, at 33,500 tonnes reportedly cost $1.74 billion. The construction of these vessels takes approximately eight years. According to the Russian Transport Ministry, Russia needs six new icebreakers for future operational regiments. 2 Russia in the past decade has expanded its yearly operation in the Northern Sea Route, particularly now that sea ice has been receding as a result of climate change. Russia stands as the foremost military and commercial shipping leader in the Arctic region - with over 40 icebreakers, six military bases, 16 deepwater ports, and 13 air bases.3 Protecting these bases are S-400 long-range surface to air missiles. In 2014, Russia shipped offshore oil from the Arctic. After loading her cargo at the Snøhvit LNG export terminal in Norway, the Russian-owned tanker Christophe de Margerie in August 2017 shattered the speed record for transversing an ice-bound section of the Northern Sea Route.4 Without an icebreaker escort, the ship travelled from Norway to Korea in 15 days - half the time required for a ship through the Suez Canal. The state-owned Russian company Sovcomflot, has commissioned 14 more tankers, on the basis of the Russian government forecasts that tanker traffic will increase tenfold by the year 2020. 1 E.Conant, “Breaking the Ice,” Scientific American and Pulitzer Centre in Crisis Reporting, 2017. 2 “Nuclear-Powered Icebreaker,” Wikipedia, 5 October 2007. http://en.wiokipedia.org/w/index.php?title=Nuclear-powered_icebreaker&oldid=803891135. 3 T.J. Starr, “Russia’s Icebreakers Make It King of the Arctic and America is Just a Pauper,” January 26, 2017. 4 “The Arctic-time to Lead,” The Globe and Mail, August 29, 2017, p. A-11. 17 | P a g e JOURNAL OF MILITARY AND STRATEGIC STUDIES Russia is designing and building LNG icebreaking tankers as a result of exporting gas from the giant project on the Yamal Peninsula, led by the Russian firm Novatek. The project will have the capacity of about 16.5 million tonnes of LNG per year. The project included Chinese investment of $12 billion dollars which offset the fundraising difficulties created by American sanctions. 5 The $27 billion facility on Friday December 8, 2017 started loading its first tanker of LNG for export to Asian markets. US Icebreaker Capabilities - Arctic Ocean The United States Coast Guard (UCSG) has only one serviceable heavy duty icebreaker in service, the Polar Star, built in 1976. The Healy, commissioned in 1999, is also in service but the Polar Sea, was removed from service in 2011 after a major engine casualty. It is likely the useful life left for the Polar Sea is three to seven years.6 In May 2017, President Trump pledged to build new icebreaker ships for the USCG.7 The plan calls for the construction of three heavy icebreakers which can crush ice to 21 feet thick and three medium icebreakers which can crush ice up to 8 feet thick. The Commandant of the Coast Guard, Admiral Paul Zukunft, is confident that US shipyards can build a heavy icebreaker for less than $1 billion.8 Compounding the problem, however, is that the two shipbuilding companies that built the icebreakers in America, Lockheed Shipbuilding in Seattle and Avondale Industries in New Orleans are closed. Building an icebreaker stateside could take 10 years.9 The USCG has often been criticized for its rigid requirements of what it wants the icebreakers to do. Coast Guard officials are also reluctant to purchase or lease icebreakers from other nations, especially if they are non-military vessels. Another 5 “Northern Sea Route Through The Arctic,” The Maritime Executive, 8 January 2017. 6 News of the National Academies of Sciences, Engineering and Medicine, 11 July 2017. 7 D. Lamothe “Trump Pledges to Build Coast Guard Icebreakers but it’s Unclear How Different His Plan is From Obama’s”, Washington Post, 17 May 2017. 8 S. J. Freedberg, “US Yards Can Build Icebreaker for Under $1B: Zukunft”, Standing Watch-Flir, 1 August 2017. 9 Starr, “Russia’s Icebreakers,” Footnote 3, p. 5. 18 | P a g e VOLUME 18, ISSUE 3 problem is that U.S law requires the Coast Guard vessel to be built in America, unless the president for a compelling reason allows them to be built overseas. In addition, several critics would argue that the US has no national security strategy in the Arctic to begin with.10 In February 2017, the USCG awarded $20 million worth of contracts for heavy polar icebreaker design studies and analysis.11 Five companies will be working on the design studies which are expected to take 12 months to complete. The Coast Guard plans to award a single contract for design and construction by 2019; with building to commence by 2020, and in the water by 2023. It was reported by CBC News that the USCG is using the National Research Council (NRC) facility in St. Johns Newfoundland for the design of the heavy icebreaker.12 At the research facility, model boats go through simulations in an ice tank to work out the best design for the new vessels. China’s Icebreaker Capabilities - Arctic Ocean On 6 September 2017, the Chinese Xinhua News Agency lauded the completion of the first ever Chinese voyage through Canada’s Northwest Passage. The Xue Long or Snow Dragon commenced its transit through Lancaster Sound to the Beaufort Sea on the grounds of obtaining “scientific information” from the voyage of the icebreaker. The Chinese reported the ship “accumulated a wealth of experience for Chinese ships going through the Northwest Passage in the future.”13 The Chinese News Agency reported “from Shanghai to New York, the traditional route that passes through the Panama Canal is 10,500 nautical miles, while 10 Ibid., p. 4. 11 “US Coast Guard Awards Heavy Polar Icebreaker Design Studies Contracts,” Naval Today, 23 February 2017. 12 G. Bartlett, “Coast Guard Testing New Icebreaker Designs at St. Johns Research Facility,” CBC News, 26 July 2017. 13 R. Fife and S. Chase. “China tests Shipping Waters in Northwest Passage,” The Globe and Mail, 11 September 2017, p. A-3. 19 | P a g e JOURNAL OF MILITARY AND STRATEGIC STUDIES the route that passes through the Northwest Passage is 8,600 nautical miles; saving 7 days of time.”14 Although the Canadian government granted the approval on the basis that China was conducting “scientific research”, it seems clear that China is anticipating to increase shipping through these waters in the very near future. Chinese state media have called the Northwest Passage a “golden waterway.” For the Canadian authorities, are they prepared to enforce our legislation if the Chinese substantially increase the amount of shipping through Canadian Arctic waters? It is clear that the Chinese are very interested in Canada’s Arctic Ocean and are attempting to seek a larger role in the region after gaining observer status on the Arctic Council in 2013. Despite concerns about the effect of increased Chinese shipping traffic on the fragile Arctic environment, Professor Michael Byers maintains that there is little to prevent countries such as China from using the Northwest Passage, assuming they still seek consent from the Canadian Government before entering such waters.15 The Chinese News Agency also reported that China sent six merchant ships through Russia’s Northwest Passage in the summer of 2017, to take advantage of melting Arctic sea ice to speed the delivery of goods to North America and European markets.16 As the world’s largest exporter state, China has an interest in securing unobstructed and expeditious movements globally.
Load more

Recommended publications
  • Northern Sea Route Cargo Flows and Infrastructure- Present State And
    Northern Sea Route Cargo Flows and Infrastructure – Present State and Future Potential By Claes Lykke Ragner FNI Report 13/2000 FRIDTJOF NANSENS INSTITUTT THE FRIDTJOF NANSEN INSTITUTE Tittel/Title Sider/Pages Northern Sea Route Cargo Flows and Infrastructure – Present 124 State and Future Potential Publikasjonstype/Publication Type Nummer/Number FNI Report 13/2000 Forfatter(e)/Author(s) ISBN Claes Lykke Ragner 82-7613-400-9 Program/Programme ISSN 0801-2431 Prosjekt/Project Sammendrag/Abstract The report assesses the Northern Sea Route’s commercial potential and economic importance, both as a transit route between Europe and Asia, and as an export route for oil, gas and other natural resources in the Russian Arctic. First, it conducts a survey of past and present Northern Sea Route (NSR) cargo flows. Then follow discussions of the route’s commercial potential as a transit route, as well as of its economic importance and relevance for each of the Russian Arctic regions. These discussions are summarized by estimates of what types and volumes of NSR cargoes that can realistically be expected in the period 2000-2015. This is then followed by a survey of the status quo of the NSR infrastructure (above all the ice-breakers, ice-class cargo vessels and ports), with estimates of its future capacity. Based on the estimated future NSR cargo potential, future NSR infrastructure requirements are calculated and compared with the estimated capacity in order to identify the main, future infrastructure bottlenecks for NSR operations. The information presented in the report is mainly compiled from data and research results that were published through the International Northern Sea Route Programme (INSROP) 1993-99, but considerable updates have been made using recent information, statistics and analyses from various sources.
    [Show full text]
  • Transits of the Northwest Passage to End of the 2019 Navigation Season Atlantic Ocean ↔ Arctic Ocean ↔ Pacific Ocean
    TRANSITS OF THE NORTHWEST PASSAGE TO END OF THE 2019 NAVIGATION SEASON ATLANTIC OCEAN ↔ ARCTIC OCEAN ↔ PACIFIC OCEAN R. K. Headland and colleagues 12 December 2019 Scott Polar Research Institute, University of Cambridge, Lensfield Road, Cambridge, United Kingdom, CB2 1ER. <[email protected]> The earliest traverse of the Northwest Passage was completed in 1853 but used sledges over the sea ice of the central part of Parry Channel. Subsequently the following 314 complete maritime transits of the Northwest Passage have been made to the end of the 2019 navigation season, before winter began and the passage froze. These transits proceed to or from the Atlantic Ocean (Labrador Sea) in or out of the eastern approaches to the Canadian Arctic archipelago (Lancaster Sound or Foxe Basin) then the western approaches (McClure Strait or Amundsen Gulf), across the Beaufort Sea and Chukchi Sea of the Arctic Ocean, through the Bering Strait, from or to the Bering Sea of the Pacific Ocean. The Arctic Circle is crossed near the beginning and the end of all transits except those to or from the central or northern coast of west Greenland. The routes and directions are indicated. Details of submarine transits are not included because only two have been reported (1960 USS Sea Dragon, Capt. George Peabody Steele, westbound on route 1 and 1962 USS Skate, Capt. Joseph Lawrence Skoog, eastbound on route 1). Seven routes have been used for transits of the Northwest Passage with some minor variations (for example through Pond Inlet and Navy Board Inlet) and two composite courses in summers when ice was minimal (transits 149 and 167).
    [Show full text]
  • North Pole: the Ultimate Arctic Adventure
    NORTH POLE: THE ULTIMATE ARCTIC ADVENTURE Imagine standing at the top of the Earth, glass of champagne in hand – and everywhere you look is south. That is the essence of the 14-day North Pole: The Ultimate Arctic Adventure aboard 50 Years of Victory, the most powerful nuclear icebreaker in the world. Crush through multiyear ice on the Arctic Ocean, sightsee by helicopter on the lookout for walruses, seals, whales, and polar bears, or take a tethered hot-air balloon ride at 90º N, weather permitting. Possible stops at the island of Franz Josef Land will have you in awe of the flora and fauna as you visit seabird colonies and retrace the footsteps of early explorers. 2019 MANDATORY TRANSFER PACKAGE INCLUDES One night’s pre- and post-expedition hotel accommodation in Helsinki with breakfast Round-trip flights from Helsinki to Murmansk Transfer to and from the ship Transfers between the airport and hotel in Helsinki 2020 MANDATORY TRANSFER PACKAGE INCLUDES: One night’s pre-expedition hotel accommodation in Helsinki Group transfer from hotel to charter flight in Helsinki on Day 2 Charter flight from Helsinki to Murmansk 01432 507 280 (within UK) [email protected] | small-cruise-ships.com Transfers to and from the ship From Helsinki, your charter flight will take you to Murmansk, Charter flight from Murmansk to Helsinki Russia, where you’ll embark on your voyage to the North Pole Group transfer from charter flight to hotel in Helsinki on and get acquainted with 50 Years of Victory, the world’s largest disembarkation day and most powerful icebreaker.
    [Show full text]
  • Arctic Marine Transport Workshop 28-30 September 2004
    Arctic Marine Transport Workshop 28-30 September 2004 Institute of the North • U.S. Arctic Research Commission • International Arctic Science Committee Arctic Ocean Marine Routes This map is a general portrayal of the major Arctic marine routes shown from the perspective of Bering Strait looking northward. The official Northern Sea Route encompasses all routes across the Russian Arctic coastal seas from Kara Gate (at the southern tip of Novaya Zemlya) to Bering Strait. The Northwest Passage is the name given to the marine routes between the Atlantic and Pacific oceans along the northern coast of North America that span the straits and sounds of the Canadian Arctic Archipelago. Three historic polar voyages in the Central Arctic Ocean are indicated: the first surface shop voyage to the North Pole by the Soviet nuclear icebreaker Arktika in August 1977; the tourist voyage of the Soviet nuclear icebreaker Sovetsky Soyuz across the Arctic Ocean in August 1991; and, the historic scientific (Arctic) transect by the polar icebreakers Polar Sea (U.S.) and Louis S. St-Laurent (Canada) during July and August 1994. Shown is the ice edge for 16 September 2004 (near the minimum extent of Arctic sea ice for 2004) as determined by satellite passive microwave sensors. Noted are ice-free coastal seas along the entire Russian Arctic and a large, ice-free area that extends 300 nautical miles north of the Alaskan coast. The ice edge is also shown to have retreated to a position north of Svalbard. The front cover shows the summer minimum extent of Arctic sea ice on 16 September 2002.
    [Show full text]
  • Icebreaker Booklet
    Ideas... Students as Partners: Peer Support Icebreakers Produced by: Teaching,Students Learning as and Partners, Support Office 2 Peer Support Icebreakers Peer Support Icebreakers 31 . Who Is This For? as.. Ide This booklet will come in handy for any group facilitator, but has been primarily designed for use by PASS Leaders, Mentors and Students as Partners staff. Too often we see the same old ice-breakers and energizers used at training courses/first meetings; the aim of this booklet is to provide you with introductory activities that you might not have used or taken part in before! This booklet is an on-going publication– if you have an icebreaker that you think should be included then send an email with your ideas to [email protected] so that future students can benefit from them! Why Use Icebreakers? Icebreakers are discussion questions or activities used to help participants relax and ease people into a group meeting or learning situation. They are great for learning each other's names and personal/professional information. Icebreakers: • create a positive group atmosphere • help people to relax • break down social barriers • energize & motivate • help people to think outside the box • help people to get to know one another Whether it is a small get together or a large training session, we all want to feel that we share some common ground with our fellow participants. By creating a warm and friendly personal learning environment, the attendees will participate and learn more. Be creative and design your own variations on the ice breakers you find here.
    [Show full text]
  • Transits of the Northwest Passage to End of the 2020 Navigation Season Atlantic Ocean ↔ Arctic Ocean ↔ Pacific Ocean
    TRANSITS OF THE NORTHWEST PASSAGE TO END OF THE 2020 NAVIGATION SEASON ATLANTIC OCEAN ↔ ARCTIC OCEAN ↔ PACIFIC OCEAN R. K. Headland and colleagues 7 April 2021 Scott Polar Research Institute, University of Cambridge, Lensfield Road, Cambridge, United Kingdom, CB2 1ER. <[email protected]> The earliest traverse of the Northwest Passage was completed in 1853 starting in the Pacific Ocean to reach the Atlantic Oceam, but used sledges over the sea ice of the central part of Parry Channel. Subsequently the following 319 complete maritime transits of the Northwest Passage have been made to the end of the 2020 navigation season, before winter began and the passage froze. These transits proceed to or from the Atlantic Ocean (Labrador Sea) in or out of the eastern approaches to the Canadian Arctic archipelago (Lancaster Sound or Foxe Basin) then the western approaches (McClure Strait or Amundsen Gulf), across the Beaufort Sea and Chukchi Sea of the Arctic Ocean, through the Bering Strait, from or to the Bering Sea of the Pacific Ocean. The Arctic Circle is crossed near the beginning and the end of all transits except those to or from the central or northern coast of west Greenland. The routes and directions are indicated. Details of submarine transits are not included because only two have been reported (1960 USS Sea Dragon, Capt. George Peabody Steele, westbound on route 1 and 1962 USS Skate, Capt. Joseph Lawrence Skoog, eastbound on route 1). Seven routes have been used for transits of the Northwest Passage with some minor variations (for example through Pond Inlet and Navy Board Inlet) and two composite courses in summers when ice was minimal (marked ‘cp’).
    [Show full text]
  • Canada's Sovereignty Over the Northwest Passage
    Michigan Journal of International Law Volume 10 Issue 2 1989 Canada's Sovereignty Over the Northwest Passage Donat Pharand University of Ottawa Follow this and additional works at: https://repository.law.umich.edu/mjil Part of the International Law Commons, and the Law of the Sea Commons Recommended Citation Donat Pharand, Canada's Sovereignty Over the Northwest Passage, 10 MICH. J. INT'L L. 653 (1989). Available at: https://repository.law.umich.edu/mjil/vol10/iss2/10 This Article is brought to you for free and open access by the Michigan Journal of International Law at University of Michigan Law School Scholarship Repository. It has been accepted for inclusion in Michigan Journal of International Law by an authorized editor of University of Michigan Law School Scholarship Repository. For more information, please contact [email protected]. CANADA'S SOVEREIGNTY OVER THE NORTHWEST PASSAGE Donat Pharand* In 1968, when this writer published "Innocent Passage in the Arc- tic,"' Canada had yet to assert its sovereignty over the Northwest Pas- sage. It has since done so by establishing, in 1985, straight baselines around the whole of its Arctic Archipelago. In August of that year, the U. S. Coast Guard vessel PolarSea made a transit of the North- west Passage on its voyage from Thule, Greenland, to the Chukchi Sea (see Route 1 on Figure 1). Having been notified of the impending transit, Canada informed the United States that it considered all the waters of the Canadian Arctic Archipelago as historic internal waters and that a request for authorization to transit the Northwest Passage would be necessary.
    [Show full text]
  • TABLE of CONTENTS Twin Otter Flies in Greenland
    SUMMER 2011 The Icebreaker CENTER FOR REMOTE SENSING OF ICE SHEETS Twin Otter Flies in Greenland // BY NICK MOTT A team of scientists and engineers stuck in an isolated, snowed-in hotel in remote Greenland. Their eyes are glued to their computer screens and they are fervently trying to analyze something. It sounds like the plot of a science fiction horror film – John Carpenter’s The Thing on the other end of the world. But on their March 15 to May 6 expedition to Greenland, the Twin Otter team was all science, no fiction. “We were trying to determine the thickness of the ice in several of Greenland’s fastest flowing glaciers,” said Logan Smith, a graduate student in charge of on-site data processing during the mission. Operating out of Ilulissat, Kulusuk, and Nuuk, the CReSIS team, led by Fernando Rodriguez-Morales, flew lines targeting Jakobshavn Fjord, the Helheim and South East Glaciers, and the Nuuk Glacier. On board the Twin 2011: Twin Otter on the ground in Greenland. Otter, CReSIS engineers utilized the MCoRDS ground-penetrating radar, an Photo by Daniel Gomez-Garcia. accumulation radar, and the Ku-band altimeter. “These are the most significant outlet glaciers, which are the main tributaries for getting ice from the interior of Greenland to the calving front, or out to the edges where it breaks off and eventually leads to a rise in sea TABLE OF CONTENTS level,” Smith said. Rodriguez-Morales said that Jakobshavn, one of the fastest-moving 01. Twin Otter Flies in Greenland glaciers in the world, has long been a focal point of scientific interest.
    [Show full text]
  • Atomic Icebreakers of “Taimyr” Type: Propulsion Capacity – 32 MW; Propulsion Capacity – 35 MW; Water Displacement – 19240 T
    ROSATOMFLOT 2010 Summer-Autumn Transit Voyages Russian Atomic Fleet First Atomic Icebreaker “Lenin” - 03.12.1959 Atomic Icebreakers of “Taimyr” type: Propulsion Capacity – 32 MW; Propulsion Capacity – 35 MW; Water displacement – 19240 t. Water displacement 21000 t; i/b “Taimyr” – 30.06.1989 i/b “Yaygach” – 25.07.1990 Atomic icebreakers of “Arktika” type: Propulsion Capacity – 54 MW; Water displacement – 23000 t; Atomic container carrier i/b “Arktika” – 25.04.1975 “Sevmorput” – 30.12.1988 i/b “Sibir” – 28.12.1978 Propulsion Capacity – 32,5 MW; i/b “Rossia” – 21.12.1985 Water displacement – 61000 t; i/b “Sovetsky Soyuz” – 29.12.1989 Deadweight – 33900 t. i/b “Yamal” – 28.10.1992 i/b “50 Let Pobedy” – 23.03.2007 ROSATOMFLOT The Fleet On-shore Infrastructure 1308 employees 714 employees Atomic Fleet Special Vessels 4 special 6 atomic Decommissioned vessels Decommissioned icebreakers Atomic Container Carrier Sevmorput 4 i/b of Arktika mv Lepse type i/b Lenin mv Volodarsky i/b Sibir 2 i/b of Taimyr type i/b Arktika On-shore works: • base for the atomic icebreaking fleet; Atomic fleet has 16 vessels: • full complex of ship repair; Nuclear powered vessels - 10 • nuclear fuel handling; Atomic icebreakers - 9 • radioactive wastes handling. Atomic container carrier - 1 Special vessels - 6 The summer-autumn period of 2010 was marked by a number shipping operations which involved atomic icebreakers under operation of Rosatomflot. For the first time in the history of shipping a tanker of a 100 000 tons deadweight was piloted along the Northern Sea Route. Tanker SCF-Baltica (Aframax) under the flag of Liberia of 117 000 t deadweight and ice-class Arc 5 loaded 70 thousand tons of gas condensate and left the port of Murmansk (Russia) on 14 August.
    [Show full text]
  • Northern Sea Route: Development Prospects and Uncertainties
    Northern Sea Route: Development Prospects and Uncertainties January 2020 Northern Sea Route: Development Prospects and Uncertainties In 2018, the Northern Sea Route development project was added to Russia’s “2019-2024 Comprehensive Long-Haul Infrastructure Modernization and Expansion Plan” with a budget of over RUB 580 billion (USD 9.25 billion). Rosatom, the Russian state nuclear agency, has announced plans to establish a commercial shipping company and compete with the largest companies in the container shipping business. On the global market, the idea of developing the Northern Sea Route has generated controversial discussions on ecology, climate change and strong competition in the market. The largest shippers and manufacturers, including CMA CGM, MSC and Nike, have stated they will not ship goods through the Arctic Ocean due to the high impact on the regional ecology. PwC has recently completed a comprehensive analysis of the opportunities and threats related to developing the Northern Sea Route. Below, we summarize the major issues and challenges covered in our research. Who needs the Northern Sea Route? Although the Northern Sea Route was opened for The development of the Northern Sea Route took a international navigation back in 1991, step traffic new step forward when Yamal LNG facilities were dynamics was recorded only after 2012. The commissioned in 2017, followed by the inclusion of increase was driven by amendments to Federal Law the Northern Sea Route project in the “2019-2024 No. 155 “On Internal Waters, Territorial Sea and Comprehensive Long-Haul Infrastructure Contiguous Zone”, which legally defined the Modernization and Expansion Plan” with a total boundaries of the Northern Sea Route and budget of over RUB 580 billion for the next five established the Northern Sea Route Administration years.
    [Show full text]
  • Russian Arctic Nuclear Development
    Russia’s plans for Arctic development depend on marine nuclear power Peter Lobner 30 October 2019 1 Rational for marine nuclear power in the Arctic Vessel propulsion was the first Arctic application of marine nuclear power, offering the following useful attributes: Very powerful propulsion plants enable expanded mission capabilities. Without the need for a propulsion air supply, under ice operations became practical. Operations are not restricted by a need to refuel frequently. Long-duration missions can be conducted without support. Non-propulsion applications of marine nuclear power include delivery of electric power, process heat and/or desalinated water to towns, facilities and systems in remote Arctic coastal regions and to off- shore facilities and systems sited on above-water platforms or on the seabed. A large power source is needed to support remote towns and development and operation of large-scale industrial and military facilities and systems. Can minimize the amount of on-shore development needed before power delivery can start from a transportable power plant. Can meet high power demands in the hostile marine environments of Arctic off-shore platforms and the Arctic seabed. Can meet Arctic Council requirements for low carbon emissions in the Arctic. 2 Orientation to the Arctic region 3 Arctic boundary As defined by the US Arctic Research and Policy Act US Arctic Research Commission map, rotated 180 degrees, based on the US Arctic Research and Policy Act of 1984 (Amended 1990). Source: https://www.arctic.gov/maps.html 4 Arctic boundary As defined by the Arctic Council On 11 May 2017, the eight member states of the Arctic Council approved a legally binding agreement entitled, “Agreement on Enhancing International Arctic Scientific Cooperation,” which is intended to ease the movement of scientists, scientific equipment and data sharing across the North.
    [Show full text]
  • Arctic Offshore Development Concepts – History and Evolution
    Arctic Offshore Development Concepts – History and Evolution By Roger Pilkington and Frank Bercha Presented by Roger Pilkington At the SNAME AS Luncheon: March 19, 2014 Presentation • Systems and structures used in Beaufort Sea from 1970 to 1990 • Some concepts for Beaufort Development 1980s • Production systems currently in use in Arctic • Some interesting new concepts Rough Timetable • 1960s Panarctic drilled on Arctic Islands • In late 1960s Land sales in Beaufort Sea • Esso acquired land from 0 to ~15m Water Depth • Gulf acquired land from about 15 to about 30 m WD • Dome acquired land from about 30 to about 60m WD • From 1972s and 1989, Esso built sand and spray ice islands • ~1974 Canadian Government brought in Arctic drilling incentives • 1976 to about 1980 Dome brought 4 drillships, 8 support boats, super tanker, and floating dry dock into Arctic. 1980 Kigoriak. Rough Timetable (Cont) • 1981 Dome built Tarsuit Island • 1982 Dome brought SSDC into Arctic • 1983 Esso brought in Caisson Retained Island (CRI) to operate in deeper waters • 1983 Gulf brought Kulluk barge, Molikpaq GBS and 4 support vessels into Arctic • 1984 oil price went down and Government ended drilling incentives • All activity stopped in about 1994 Dome Gulf Esso The 3 Major Ice Zones in Arctic Esso ‐ Nipterk Ice Island Made from flooding ice with water from large pumps Shallow water only Esso sand and gravel island construction in summer and also winter by hauling sand and gravel in trucks over ice Artificial Islands • Ice islands – typically 0 to 3m • Sand and
    [Show full text]